Pilots of two light aircraft reported an NMAC in the vicinity of ISP airport.
Synopsis
Pilots of two light aircraft reported an NMAC in the vicinity of ISP airport.
Narrative
My student and I were on an instrument training flight on Day 0. The plan was to do an approach at ISP into the published missed. I called 120.05 when we were in the airspace and asked them for the ILS 6 approach into the missed. The controller said they would give us alternate missed instructions to hold over CCC. After we went missed on the ILS 6; ISP Tower told us to fly runway heading at 2000 feet; and we complied. We were then vectored for traffic. We then were told to call NY APP on 120.05; and we complied. I called them and gave them my heading and altitude. Was told to maintain 2000 feet and fly direct CCC. Along the way; Approach gave us a traffic advisory for an unknown type of aircraft 500 feet below; that was northbound. My student was under the hood; so I looked for the traffic myself. I did not see anything in the distance and continued flying my assigned route and altitude. Approach did not call us again to let us know traffic was climbing and converging on our path. As we were about to enter the hold over CCC; I saw an aircraft climbing and turning right to avoid us. I then heard this aircraft call into the same Approach frequency to get traffic advisories in the area. I knew it was this aircraft because of the altitude and position they indicated to Approach.While talking to approach in Class E is not required in VMC conditions; the area we fly in is highly intensive with student training. Not to mention; CCC is a hot spot for students who are training to become instrument rated. I believe the controller also could have given us a second callout; letting us know that we were on a collision course.
Second reporter narrative
On Day 0 at XA:12 flying Aircraft X we had to maneuver to avoid another aircraft who we ended up clearing above them by only around 50-100 ft according to ADS-B data. Climbing from Calverton airport on a north west heading we had a very strong sun glare out of our left window. We were about to contact NY Approach for traffic advisories in the north practice area when we visually saw another plane (Aircraft Y) on a collision course with us; we pulled hard and maneuvered above them clearing them by around 50-100 ft; the other aircraft appeared to make no corrective action and was seemingly unaware of us. When looking back at ATC transmissions about 1 minute prior; Aircraft Y was level and cruising at 1800 ft. NY Approach had given Aircraft Y a traffic advisory of our aircraft. Our aircraft had the right away; had they seen us they should have made a right turn to pass behind us.After talking to the instructor and student on Aircraft Y a couple of days later; the said they did hear the traffic advisory and were looking for us; however they didn't see us until our main wheels were right above their canopy. After the first traffic advisory which was around a minute before hand; no other traffic advisories were given to Aircraft Y prior to the incident despite our aircraft being so close. Only after the near miss did NY Approach call again to Aircraft Y to say 'traffic no factor.'I have learned many lessons from this; to always be looking outside for traffic; and when you think you're looking enough; look some more. Also if there is sun glare blocking a window; to instead position the plane where that won't be a problem if able; especially during critical phases of flight. Also to never stop looking for traffic until you see them when given a traffic advisory; just because the advisory was a minute ago; until you hear that traffic no factor you should constantly be looking. Lastly; to never fully trust ATC. I am extremely grateful for ATC who keep us safe everyday; but we have to remember as pilots that they are human too; if a while has past by after a traffic advisory; make sure to ask again for the location of the traffic to maintain situation awareness.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.